Steel motor



B. LOEFFLER Aug. 1o, 1937.

STEEL MOTOR original Filed oct. 18, 193s 6 Sheets-'Sheet 1 B. I oEFl-'LER'l 2,089,277

STEEL MOTOR Original Filed Oct. 18, 1933 6 Sheets-Sheet 2 mveNToR: Brunalaeler 111,6' ATTORNEYSA B. LOEFFLER STEEL MOTOR ug. i0, 193 7.

Criginal Filed OCT.. 18, 1933 6 Sheets-Sheet 3 2 .mM/@m f6- m @n Aug. 1o, 1937.. B LOEFFLER 2,089,277

S TEEL MOTOR original Fild oct. 18, 1935 e sheets-sheet 4 llrigw E l LT 1 I 1 f I I I l l I l V.L :1::

mveNToR: Bruna Laelel',

las ATTORNEYS B. LOEFFLER STEEL MOTOR Aug. I1o,v 1937.

Original Filed Oct. 18, 1933 6 Sheets-Sheet 5 fsm mvENroR. fulw wif/er, E l I v l e 111,5 ATTORNEYS Aug. 10, 1937. B. LOEFFLER 2,089,277

STEEL MOTOR Original Filed OCt. 18, 1933 6 ShK-eetS-Sheet 6 M5919 YK 90 2192 x1 91s' .93 I u i I K6 I 94 33 3 mvENToR:

runo Lael/er,

M, MEM *QW H15 ATTORNEYS Patented Ang. 10, i937.

NITED STATES PATENr orifice STEEL MOTOR originel application october 1s, 193s, 'serial No. 694,043, now Patent No. 2,011,642, dated August 20, 1935.

Divided and October 26, 1934, Serial No.

this application 7 50,148

claims. (c1. 12a-'195) The present application is a division of my Patent No. 2,011,642, dated August 20, 1935, for Steel motor and method of manufacture.

The present invention relates to internal combustion engines and embodies, more speciiically, an improved engine bymeans of which the weight for a given horse power is substantially decreased over existing forms of engines, and the strength of which vis much greater than the strength of similarly rated engines now available.

The practice commonly followedin manufacturing internal combustion engines has been to form such engines of units which have been cast of iron. 'I'he principal elements of engines so formed have been the cylinder block, the head, and the crank case and the weight of the completed engine reects the weighty nature of the cast elements thereof. Designers have, for a number of years, endeavored to reduce the weight of engines but Va practical limit is immediately placed upon the factor of weight by reason of the strength and stress resisting characteristics of cast iron.

Attempts have been made to produce engines formed of sheet steel but, until the present time, these attempts have been unsuccessful because the strength of the resulting engine structure has been inadequate or because the cost has been pro'- hibitive.

An object of the present inventionis to provide an engine or motor formed of ductile metallic elements assembled and united by welding.

A further object of the invention is to provide an engine formed of parts of steel assembled and united by welding.

A furthe'r object of the invention is to provide an engine formed of standardized steel sections assembled by welding.

A further object of the invention is to provide a welded steel engine having much less weight per horse power and much greater strength and stress resisting qualities than engines heretofore designed, the elements being of such character asv to facilitate the manufacture and assembly thereof.

Further objects, not specifically enumerated above, will be apparent as the invention, is described in greater detail in connection with the accompanying drawings, wherein: l

Figure 1 is a view in elevation from the inner side, showing one of the side channel members of an engine constructed in accordance withthe present invention.

channel memberoi Figure 1.

f Figure 2 isa view in end elevation, showing the Figure 3 is a View in side elevation showing the other and complementary channel member of an engine constructed in accordance with the present invention.

Figure 4 is a top view of the channel member shown in Figure 3.

Figure 5 is -a view in end elevation, showing the channel member of Figures 3 and 4. the gures being broken away and partially in section to illustrate the manner in which bridge members are utilized to reinforce the channel.

Figure 6 is a view in elevation showing one plate of a bulkhead assembly constructed in accordance .with the present invention.

Figure 7 is a view in front elevation of a complementary bulkhead plate construction to be assembled with the plate shown in Figure 6.

Figure 8 is a view in section, showing a typical bulkhead with oil lines and taken on the line 8-8 of Figure 10, looking in the 'direction of the arrows. A

Figure 9 is a view in section, taken online 9 9 of Figure 8, and looking in the direction of the arrows.

Figure 10 is a view in section, taken on 'line Ill-l0 of Figure 8, and looking in the direction of the arrows.

Figure 11 is a view in side elevation showing the crank case and channel construction of an engine constructed in accordance with the present invention, this view illustrating an engine having end plates and i'lve intermediate bulkheads constructed in accordance with the present invention.

Figure 12 is a view in side elevation, partly broken away and in section, showing a cylinder block constructed in accordance with the present invention.

Figure 13 is a view in horizontal section, taken on line i3-I3 of Figure 12, and looking in the direction of the arrows.

Figure 14 is a view in transverse section through the cylinder block shown in Figure 12, and taken on line |4-I4 thereof, this view further showing a sectional view of the crank case portion of the engine.

Figure 15 is a view in side elevation of the improved engine taken from the right as viewed in Figure 14, and showing the elements thereof in outline.

Figure 16 is a similar view in side elevation, taken from the left as viewed in Figure 14.

Figure 17 is a. view in end elevation, taken from the right in Figure 15 and showing the structure of Figure 15.

Figure 18 is a view in end elevation, taken from the left, as viewed in Figure 15 and showing the structure of Figure 15.

Figure 19 is a View in transverse section, taken through the head of an engine constructed in accordance With the present invention.

Figure 20 is a detail view in section, taken on the line 20-20 of Figure 19, and' looking in the direction of the arrows.

Figure 21 is a view in side elevation of the head shown in Figure 19, this view being broken away and in section on the line 2|-2I of Figure 19, and looking in the direction of the arrows.

Figure 22 is a view in side elevation of the complete improved engine.

It will be seen from the drawings that the present invention provides an engine having a crank case, cylinder block and head formed of fabricated structures comprising steel plates of suitable shape, welded together. The sections of the engine, after being assembled and welded, are secured together suitably, the crank case and the cylinder block being welded together as a unit and the head being removably secured on. the cylinder block as will be readily apparent from Figures 19, 21 and 22.

In order that the engine structure may be more readily understood, the description thereof will first be directed to the several sections and the manner of manufacturing land assembling the same, the crank case being described rst.

As shown in Figures 8 and 11, the crank case section of the engine is mounted upon parallel channel members 30 and 3 I, these members being shown in detail in Figures 1 through 5. The right hand channel member shown in Figures 1 and v2, is formed with studs 32 along the lower flange thereof which are subsequently drilled and thus serve as a means for securing the engine to a suitable support. The left hand channel member 30 is formed with a bulge 33, this bulge receiving the oil pump and being provided' with top and bottom filler plates 34 and 35, respectively. A recess 36 may be formed in the top plate 34 in order that a fluid line may be received therethrough.

Between the channel members 30 and 3|, crank case bulkhead sections and end plates are secured at suitably spaced points. These bulkhead sec- 50 tions are shown in Figures 6 through 11 and comprise similarly formed plates 31 having certain portions of the opposed edges thereof turned over to form flanges 38. Apertures 39 are formed in the plates 31 to receive bearings for the cam 55 shaft While spaced apertures 40 are formed in the plates to receive bearings for the idler gear shaft. 'Ihe plates are further cut away at 4I to receive crank shaft bearing members, as clearly shown in Figures 8, 9 and 10.

60 Adjacent the top portion of each of the cooperating plates 31, pressed-in portions 42 are formed, these portions being adapted to engage each other when the plates are assembled to space the bulkhead plates properly. In assembling the ele- 65 ments, cam shaft bearings 43 are secured in the spaced apertures 39 while idler gear shaft bearings 44 are secured in the spaced apertures 40. Main bearings 45 are secured in the recesses 4I and are provided with oil grooves 46 which are 70 adapted to communicate with the cam and idler gear shaft bearings 43 and 44 by conduits 4:1 and 46, respectively. An oil pipe 49 communicates with the groove 46 of the main bearing member and establishes communication with the oil feed 75 line 50. Reinforcing plates 5l are secured between the plates 31 and are welded to the main bearings to afford adequate strength in the bulkheads adjacent the bearings.

In assembling the foregoing elements which form the bulk heads, the main bearing is spot Welded to one of the plates 31. vThe conduits 41 and 48 are then welded to the respective bearings 43 and 44 and these assemblies are then secured to the plate 31 to which the bearing 45 has been secured. In assembling these elements with the previously assembled plate and-bearing 45, the conduits 41 and 4B are snaked into slightly oVer-sized holes 52 formed in the bearing 45 and then Welded thereto. The bearings 43 and 44 are of sufficient length to project beyond the sides of the plates 31 in order that adequate strength may be afforded against movement of the bearing members in the plane of the bulkhead. After the bearing assemblies have been secured to the rst plate 31, the complementary plate is placed over the foregoing elements and then welded in like relation to the parts.

In order that adequate strength to meet the stresses in the plane of the bulkhead, may be provided in the bearing member 45, this member is formed with hollow lugs 53 which extend beyond the assembled plates 31. In this fashion, spaced welds 54 and 55 serve to secure the bearings 43, 44 and 45 effectively in the bulkhead against stresses tending to displace them transversely of the engine and, conversely, to act as trusses in uniting the plate 31 securely.

After the elements have been assembled in the foregoing relationship and completely welded, the bearings are bored and the main bearing drilled, tapped and faced in order that bearing caps may be secured thereto. The idler gear shaft bearings 44, of course, are mounted only in such bulkheads as carry the idler gear shaft.

The bulkhead units thus formed are then welded to the side channels 30 and 3| as indicated by the dot and dash lines of Figure 8 and the full lines of Figure 14, and the cylinder block section is mounted upon the crank case section also as shown in Figure 14, and now to be described.

The cylinder block section is shown in detail in Figures 12, 13 and 14 and consists of elements formed of sheet steel and properly shaped, being assembled and secured in position by welding operations, as described hereinafter. 'I'he elements of the block comprise sidewalls 56 and 51 which are formed from a single plate of metal which is bent into a generally U-shaped cross section, as shown in Figure 14. This plate thus forms the side walls 56 and 51, together with a bottom wall 59 within which apertures 59' are formed to receive the cylinder sleevesdescribed hereinafter. Side wall 56 isfurther provided with an aperture 69 through which water may be introduced into the cooling ducts later described. The end walls of the cylinder section are formed of a steel plate which is also bent into a generally U-shaped crossy section, Ythe parallel portions of the plate serving as end walls 58 for the cylinder section, and the connecting portion of the plate as a back wall 58. The edges of the end wall 56 are welded at 58" to the edges of the side Wall 56, thus forming a completely connected outer surface. The back wall 58 is spaced from the side wall 51 and partition members 63 are welded to the wall 51 to form push rod compartments 62. The partltionmembers 63 are formed with apertures 64 vwhich serve as breather holes, the partition members 63 extending upwardly and being adapted to abut'against a cylinder top plate 60 which is welded to the top edges of the walls ofthe cylinder section, as shown in Fig- `ure 14. The cylinder top plate 68 is formed with apertures 68 which are adapted to be aligned with th'e apertures 59' to receive cylindersleeves 8|. These cylinder sleeves are welded between,-

the cylinder top plate 60 andthe bottom wall 59 and, being spaced from the side and end A walls of the cylinder block section, form a chamber therewith within which a cooling medium may be circulated.

In order that the cooling of the engine may be accomplished effectively, the cooling medium is introduced through the aperture 59 and is received within a manifold 69' which is formed by a plate 81 terminating in a anged lower portion which forms a bottom wall 1| of the manifold. To the bottom wall 1| is secured a downwardly extending continuation 78 which is formed upon a plate 68. The plate 88 and portion lll are welded to the plate 81 at 81' and to the side wall 56 at 56'. In this fashion, the aperture 59 communicates with the cooling uid manifold 69 inorder that the cooling uid may be introduced into the manifold properly. Apertures l2 are formed in the bottom wall 1| and permit a limited quantity of the cooling uid to ow directly into the chamber formed between the cylinder sleeves 6| and thewalls of the cylinder block section. VIn as much as the cylinder sleeves do not require the intensive cooling requiredA by the engine head, it,is preferable to direct the relatively low temperature cooling uid directly into the head and the restricted apertures l2 thus perform this function, permitting only a limited quantity of thefiuid to ow directly vinto the cylinder block section. Apertures i3 and i8 permit fthecooling fluid to flow from the manifold 69 and cylinder block section, respectively, into the head which will be described subsequently.

In assembling the cylinder block section, the U-shaped plate forming the side walls 56 and 5l is secured to the U-shaped plate forming the end walls 58 and back Wall 58' by welding the same at 58". The partition members 83 are then welded in position and the cooling manifold formed by welding the plates 51 and 68 to the side wall 58. After welding the cylinder sleeve 8| to the cylinder top plate 60, the sub-assembly formed thereby is welded to the sub-assembly of -the walls previously formed, thus forming the completed cylinder block section. 'I'his section is then welded to the bulkheads of the crank case 55 section and a side plate 'l5 welded between the side wall 5B and the corresponding channel member of the crank'case section. A side plate 85 is also welded to the opposite side of the crank case and cylinder section assembly, being welded to the cylinder top plate 88 at one side thereof and to the corresponding channel member of the crank case section. 'I'his side plate is preferably formed with hand holesv 88 to facilitate the inspection and repair of the mechanism within ad push rod compartments. The upper ex- Ymemity of the side plate 15, of course, serves as a closure for the oil line 50 as clearly shown in Figure 15.

As shown in Figures 15, 16, 17 and 18, the endI bulkheads for the crank'case section of. the en-v ginediier :from the remaining bulkheads in that the outer plates thereof are sumciently large to accommodate timing gears and other standard mechanism. The right hand end bulkhead 16, as

viewed in Figure 15, includes bearings for the flow of the cooling iiuid into thehead from the 1 valve seats which are formed in the bottom plate said gears vand other mechanism, an outer wall 'l1 serving as a closure therefor. The left hand end bulkhead 18 is suitably formed to receive the necessary mechanism and is provided with an outside cover plate 19, the cover plates 'I1 and 5 'I9 being welded in position during the proper flnishing operations.

The engine head section is formed of a bottom plate and a top plate 8|, these elements being secured together by means of a front plate 82 which is welded to the adjacent edges of the elements to form the front wall of the head. Also welded to the sides and back of the bottom plate and plate 8| is a plate 83 which is formed with parallel portions 83' which constitute the side or end walls of the head. The edges of these walls, as previously noted, are welded to the bottom plate 88 and top plate 8| to form a complete closure for the elements. The back plate 83 is formed with a plurality of spark plug pockets 84, the bottom plate being provided with apertures 85 and 86 to cooperate with the respective apertures 73 and 14 to facilitate the supply manifold 89 and the cylinder block cool- 25 ing chamber, respectively. Over the apertures 85, bellies 81 are provided in order that the relatively cool ud may be directed'against the exhaust Within the head section, exhaust pipes 88 are welded, inlet pipes 89 also being welded in position to complete the inlet and exhaust mechanism.

The bottom plate 80 is formed with a recess 9| above each cylinder in the cylinder block. These recesses communicate with combustion chambers 92 which are preferably offset with respect to the axes of the cylinders as described in my Pat- 40 ent No. 2,030,995 dated February 18, 1934. In as much as this combustion chamber construction is covered in such copending application, a detailed description thereof herein is unnecessary, the combustion chamber being welded to the bottom plate 80 and provided with spark plug bosses 93 which are welded thereto and to the pocket forming portions 84 of the plate 83.

Valve guides 90 are Welded' to the pipes 88 and 89 and to the top plate 8| which is formed with apertures to receive the same. Between the top plate 8| and bottom plate 88, hollow studs 94 are secured, the upper extremities o f the studs being welded at 94' to the top plate 8| and the bottom extremities thereof being formed with shoulders 95 which rest upon the bottom plate 80 and are welded thereto at 95' thus serving as a positive spacing means for the top plate and bottom plate. Upon the top plate, oil rims 96 are welded, the elements of the head being assembled as follows.

The inlet and exhaust pipes are first Welded to the respective valve guides 90. .The spark plug bosses 93 are welded to the combustion chambers and the inlet and exhaust pipes together with the combustion chambers are then welded to the bottom plate 88. The studs 94 are likewise welded to the bottom plate and the top plate 8| and rings 96, after being welded together are welded to the studs 94 and guides 88, after which the front plate 82, back plate 83 and side plate 83 are welded to the adjacent edges of the plate 8| and bottom plate 80, the spark plug pocket forming portions 84 of the plate 83 being Welded to the bosses 93., The complete assembly 75 isl then adapted to be secured to the cylinder block section in any suitable fashion.

From the foregoing, it will be seen that an engine has been provided formed with a crank case section, a cylinder block section and a head section, each of which is formed of a plurality of steel plates which are welded together easily and effectively to form a completed section. The sections are adapted to be welded together and plates secured thereto to form a completed engine assembly which possesses great strength with a considerable decrease in weight over standard forms of engines.

While the invention has been described with specific reference to the accompanying drawings, it is not to be limited, save as dei'lned. in the appended claims.

I claim as my invention:

1. An internal combustion engine comprising head and crank case sections, and a cylinder section secured to the crank case section comprising a steel plate bent to form front, bottom and back walls, end walls welded to the plate, a cylinder plate welded to the upper edges of the said walls, and cylinder sleeves welded between the plate and bottom wall.

2. An internal combustion engine comprising head and crank case sections, and a cylinder section secured to the crank case section comprising a steel plate bent to form front, bottom and back walls, a plate bent to form end walls and an outer back wall spaced from the rst named back Wall,a cylinder plate welded to the upper edges of the said walls, and cylinder sleeves welded between the plate and the bottom wall.

3. An internal combustion engine comprising Awall and outer wall, a cylinder plate welded to the upper edges of said walls, and cylinder sleeves welded between the plate and the bottom Wall.

4. An internal combustion engine comprising head and crank case sections, and a cylinder section secured to the crank case section comprising side, end and bottom steel walls secured at contiguous edges, a cylinder plate Welded to the upper edges of the walls, a partition member forming a housing .with the front wall, the front wall having a Water inlet therein communicating with the housing, and means to restrict the flow of water from the housing into the cylinder section.

5. An internal combustion engine comprising head and crank case sections, and a cylinder section secured to the crank case section comprising side, end and bottom steel walls secured at contiguous4 edges, a cylinder plate welded to the upper edges of the walls, a partition member forming a housing with the front wall, the front wall having a water inlet therein communicatf ing with the housing, the cylinder plate having apertures communicating with the housing and with the interior of the cylinder section, and` means to restrict the flow of water from the housing into the cylinder section.

BRUNO LOEFFLER. 

